Train-stopping apparatus.



F. WILLOGK.-

TRAIN STOPPING APPARATUS.

APPLIOATION. FILL'D SEPT. 4, 1913.

Patented Dec. 1. 1914.

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Patented Dec. 1. 1914.

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P. W-ILLOCK. TRAIN STOPPING APPARATUS. APPLICATION FILED SEPT. 4, 1913.

Patented Dec. 1. 1914- 4 SHEETSSHEET 4.

wi fmmoeo FREDERICK WILLOCK, 0F SCRANTON, PENNSYLVANIA.

I TRAIN-STOPPING APPARATUS.

Specification of Letters Patent Patented Dec. 1, 1914.

Application filed September 4', 1913. Serial No. 788,181.

To all whom it may concern:

Be it known that I, FREDERICK WILLOCK, a citizen of the United States of America, residing at Scranton, in the county of Lackawanna. and State of Pennsylvania, have invented new and useful Improvements in Train-Stopping Apparatus, of which the following is a. specification.

This invention relates to improvements in train stopping apparatus and has particular application to automatic train stopping apparatus of the signal controlled type.

In carrying out the present invention, it is my purposeto provide an apparatus of the class described whereby a car or train as the case may be entering a protected track area or danger zone'against a signal set at danger, will be automatically brought to a standstill so that collisions and other analogous accidents will be avoided.

It is also my purpose to provide an automatic train stopping apparatus by means of which, when a road signal is set at danger, the power to the propelling mechanism of the car or train will be cutoff and the brakes applied, in the event that the train passes the danger signal, and wherein the engineer will have control over the stopping apparatus so as to prevent cutting off of power and application of the brakes when coi'iditions warrant such action.

Furthermore, I aim to provide an apparatus of the class'described which will embracethe desired features of simplicity, efficiency and durability and which may be installed and maintained at a minimum cost and wherein the component parts are so arranged and correlated as to minimize the possibility of. derangement and insure the proper operation of apparatus under all conditions.

With the above and other objects in view, the invention consists in the construction, combination and arrangement of parts hereinafter set forth in and falling within the scope of the claims.-

In the accompanying drawings, Figure 1 is a top plan view of a railway track equipped with the well known form of automatic or train controlled block signal system, showing the relative arrangement of the track instruments and signals controlling the blocks. Fig. 2 is a fragmentary top plan view of the trackway showing one of the track instruments on an enlarged scale, the controlling signal standard-being shown is rotated the thereon will in section. Fig; .3 is a view in side elevation of a trackway and locomotive thereon showing the connections between the track instrument of the stopping apparatus and the road signals and the relative'positions of the train carried mechanism of the stopping apparatus and the track instrument, parts being broken away. 4 Fig. 4 is a view similar to Fig. 3 showing a modified form of my train stopping apparatus. Fig. 5 is a fragmentary top plan view of the railroad track showing the form of track instrument in the modified construction. Fi 6 is a diagrammatic view of the modifie form of apparatus. Fig. 7 is a cross sectional View through a. modified form of track instrument showing the casing thereof in open position. Fig. 8 is a similar view showing the casing in closed position. Fig. 9 is a fragmentary horizontal sectional view through the modified form of the invention shown in Fig. 4 illustrating the connection between the electric motor and the shaft driven thereby.

Referring nowto the accompanying drawings in detail and especially to the form of my invention illustrated in Figs. 1 to 3 inclusive, the numeral 1 designates a trackway having the rails thereof divided by means of suitable sections of insulating material 2 into blocks a, b, 0, (Z and e. Controlling the entrance to each block is a suitable form of signal or semaphore including an upright standard 3 having pivoted thereon adjacent to the upper end thereof a" signal blade 4. In the present instance, the signal control ling the entrance to each block is moved to danger position by the presence of a train in a remote or spaced block so that ablock intervenes between an occupied block and that adiacent to the block whose entrance is controlled by the set or danger signal, thereby leaving a block intervening between occupied blocks.

Located in each block and controlling the entrance thereof is a track instrument forming a portion of my train stopping apparatus and composed, in the present instance, of pairs of disks or blocks 5, 5 suitably spaced apart along the length of one-of the rails preferably on the gage side thereof, the blocks of each pair being mounted one above the other and placed in face to face contact and having the confronting "faces, thereof formed with the interlocking teeth firhavi inclined edges whereby when the upggr diii .upon

65 mounted for E the edges of the teeth ofthe lower disk and so elevate the top disk, The upper disk of each pair is equipped with an outwardly extending arm 7 connected with the arm on the top disk of the other pair through the medium of a connecting rod 8 whereby the disks may be moved or rotated simultaneously, while spanning the space between 1 the disks and loosely connected to the upper surfaces thereof is a bar 9 adapted to be moved upwardly and downwardly in accordance with the movement of the disks, the bar moving in a vertical plane and has the opposite extremities thereof preferably turned or inclined in a downward direction as at 10 for a purpose which will presently appear.

Each track instrument is preferably under the control of the signal having control over the entrance to the respective block and, in the present instance, the connections between each signal or semaphore and the respective track instrument is had through the medium of a .bell crank lever 11 fulcrumed at its bight as at 12 and having the free. end of one limb thereof connected to the adjacent extremity of the connecting rod 8 and the free end of the opposite limb theredf connectedthrough the medium of a link '13 with one arm of a bell crank lever 1 1 ful- 80;- crumed at its bight-as at 15 t0 .the lower end of the standard 3 and having the opposite limb thereof connected through the medium of?! connecting rod lti withthe-signal blade a. It .vill-he seenfthat-whenqthe signal blade 4 of-. the semaphore/controllin the .45 radii carried thereby.

I'n the-forni of my invention selected for illustrative purposes, I l'za'i' e' illustrated the same as applied to a steam railroad, and when the invention is thus. employed, the

r automatic train stopping apparatus has control over the steam main leading from the steam dome 0 ho boilcrto the drive cylinlb 0 n tiers of the engine and over the train line a r pipe of the air brake systen'i if the auto- 5 'mntic air-is employed, or theflmain air pipe leading from the airrescrvoir to the brake cylinders in the ei'cntthat the train is I --;,,.equipped wifh'thc straight air brake system.

. Each-locomotive or enginelopeijating over portion of the steam main 1? and the-train Q the line or traversing the trackivay has a lino air pipe 1 disposed in parallelism with" intcrcoi'mected through the .each other a d I of a 1 is! or housing 19 in which fil ng movement an automatic controlling valve 20 provided vwith ports 21, 21 adapted to register with the train line air pipe 18 when the valve is in active position and with a plug portion 22 designed, when the valve is in active posi tion, to cut off or obstruct the flow of steam through the steam main 17 and when in lowered position,- to obstruct the flow of air through the train line air pipe 18 of the air brakesystem' The steam main, as well as the-train line air pipe 18 is provided with a by-pa'ss 23 around the valve casing19 and each by-pass at one side of the casing is equipped; with a manually operable controlling valve 24, while the steam main or air pipe asthe case may be at the opposite side of the casing is equipped with a manually operable controlling valve 25 depending from the lower extremity of the valve 20- .ivithin the casing 19 and extending through a suitable stufiing box in the lower wall of the casing is a rod 26 extending through the floor of the cab and terminating below the same and equipped at itslowe'r end with a shoe 27 disposed in a planeabove that ofthe bar 9 and adapted, when the bar is in elevated or raised position, incident to the respective'signal being at danger, to ride over and open such bar 9 and so slide the rod 26 upwardly and impart, a like movement to the valve 20 whereby the pressure in the train line air pipe will be reduced and the flow of steam to the engine cylinders cut ofiI-thus ringing the train to a standstill before the same has entered theprotected track area for any appreciable distance.

In order to hold the rod 26 and the valve Y 20 in elevated positionjafter the train has passed the respective track instrument so:

that when the shoe 27 is relieved of.the in-f fluence of the bar 9 the valve will not gravitate to lowered or "inactive position, any suitable form of locking means may be employed. In the presentv instance, I fulcrum upon a suitable support secured to an'appropriate part of the cab a dog 28.nori'nally resting against the respective portion of the rod 26 and designed, when the rod has been thrown or moved to its uppermost position 'to enter'a notch 29 formed in such rod whereby the rod and valve 20 will be held in active position, a suitable pring-held handle 30 being fulcrumed upon the rod 26 and having control of the dog 28 sothat the latter may be thrown out of thenotch 29 and the rod forced downwardly, when the engineer of the train desires to render the train carried mechanism of the stopping apparatus inactive, subsequent to the same being rendered active by the signal set against the train.

3 By manipulating the valve 24 in the bypass 23 in the train line air pipe around the valve casing 19, the engineer of the train may have control over the air brake system in the normal running of the train, while by means of the valve in the train line airpipe at the opposite side of the casing 19, communication between the train line air pipe and the atmosphere may be cut off subment of such automatic valve to active position, while, through the medium of the valve 25 in the steam main, the engineer may control the flow of steam from the steam dome of the boiler to the drive cylinders of the engine in the usual or well known manner, the valve 25 functioning as a throttle valve, while the valve 24 may be brought into service to permit the steam to low from the steam dome of the boiler around the casing 19 when the automatic valve has been rendered active. These various valves 24 and 25 'will be found especially useful where two locomotives are employed one at each end of a train of cars, one of such locomotives pulling the train, whi-lethe other pushes. Thus, the engineer of the rear locomotive may establish communication between the steam dome of the boiler and the engine cylinders byimeans of the valve 24: in the bypass, and

, prevent bleeding of the train line air pipe by manipulating the valve 25 in the train line air pipe, when the respective track instrument has been set by the preceding engine of the train.

In Figs. 4, 6 and 7 of the drawings, I have illustrated a modified construction of train stopping apparatus wherein a motor circuit is closed when the signal is at danger and the train in the block protected by such signal. the motor, when energized, operating a fluid controlling valve by means of which fluid is admitted to the automatic valve to move or slide the same to active position. In this form of the invention, a pair of conductors 31 are secured to the top surface of the upper blocks 5, 5 of each track instrument in lieu of the rod 9. These conductors aredis posed in parallelism with each other and the respective line of rails and are connected by means of wires 32, 32 with contact points 33 controlled by the signal blade at the entrance of the respective block and adapted. to be closed when the signal blade has been thrown to danger or horizontal position.

The conductors 31 of each track instrument are preferably inclosed in a casing 31. when such conductors are in their lowermost position so that the conductors and associ- Each. shaft .68. is-fomned withieniinwaljdlit each shaft is an arm 70 equipped at its free end with a weight 71, while fastened to the top of each section 67 adjacent to the inner edge thereof is a hood 72 adapted, when the track instrument is inactive, to coiiperate with the other hood to cover the conductors as shown in Fig. 8. Disposed between the conductors 31 are stationary blocks 73 composed of any suitable material such, for instance, as Wood and having the upper edges thereof designed to receive the inner longitudinal edges of the hoods 72 when the trackinstrument is inactive. When the conductors 31, 31 are elevated or in active position, the arms (39 are relieved of the influence of the supports of such conductors and the weights 71 gravitate to lowered position and so r'ock the shaft 68 thereby swinging the sections 67 and the hoods 72 to open position so that the conductors 31, 31 will be exposed. ()n the other hand, when the congage the arm 69 and so rock the shaft against the action of the weights 71, whereby the sections and hoods are restored to casing formation.

Suitably secured to the locomotive and depending therefrom are a pair of contact rollers or brushes 34-, 3-l adapted to bear upon the conductors 31 and forming the terminals of a train carried partial circuit including a conductorJ-h: leading from one of the brushes 3i to one side of a battery 36 or other suitable source of electrical'energy, a conductor 37 leading from the opposite side of such battery and terminating in a manually controlled switch 38. Leading from the other-side of the switch 38 is a conductor 11f) connected to one side of the magnet 40 of a relay and from the opposite side of the magnet 40 leads a conductor 41 terminating in the remaining contact or brush.- lhus, it will be seen that when the brushes 34, 3-1 engage the (-oiuluctors 31, 31 and the contacts 33, Ii -3 connected to such conductors and under the control of the adjacent signal are closed, the train carried partial circuit and the conductors will form a complete controlling circuit with the effect to energize the n'iagnct 40 of the relay. This relay controls the motor circuit of a motor 41 and includes a conductor 4-2 leading from one I side of the motor to the pivot point 43 of the armature 4-1- of the relay, a conductor 4-5 leading from the opposite side of the motor position. Thus, when'theimagnet 40 of the llt) '14 1s drawn downwardly against the action of the spring 47 and into engagement with.

the contact point 46 whereby the circuit through the motor 41 is closed, such circuit having a suitable source of electrical energy, as, for instance, a storage battery 48 located therein between the contact point 16 and the respective side of the motor. In order that the armature 14 will be held in circuit closing position succeeding the energization of the magnet and after the brushes or rollers 34, 34 have left the conductors or contact rollers 31, 31, I employ a latch, in

the present instance, in the form of a metallie strip 19 fulcrumed at one end as at 50 and having the opposite end cut out to form a shoulder 51 which, when the armature 41 moves to circuit closing position, engages the adjacent end of such armature and prevents the latter returning to normal position under the action of the spring 17 This latch is equipped with an armature 52 disposed within the influence of a magnet 53 having one terminal thereof connected byway of a wire 54 to the conductor between the motor and the battery and the opposite terminal connected through the medium of a mm 55 to a contact 56 located in the path of'movement of the blade 57 i of a switch connected in the Wire 12. By

means of this construction, it will be seen that the circuit of the motor 11 may be broken and the armature 4:4 permitted to return to normal position. Secured upon one end of the shaft of the motor 41 is a worm 58 with which meshes a worm Wheel 59 loosely surrounding a vertical shaft 60 journaled in suitable bearings and connected at its upper end to a rotatable valve 61 located in a branch pipe 62 tapped onto the train line air pipe 18 and leading into the lower end of the casing 19, the latter in this form of my invention, having a piston 63 therein connected to the automatic valve 20 and adapted, when the valve 61 is rotated,

-to establish communication between the train line air pipe and the casing to force the valve upwardly within such casing to active position whereby the steam supply is cut oil and the pressure in the train line air pipe reduced as hereinbefore described. In the present instance, av ratchet wheel 64: 1s

keyed to the shaft and rests upon the upper surface of the worm gear 59 thereonand is engaged by a spring pressed dog 65 carried by such surface of the worm gear so that when the latter rotates under the action ofthe worm 58 moj'ion will be transmitted to the shaft 60 to actuate the valve 61 as aforesaid. With this construction, the shaft 60 may be rotated by hand to manipulate the valve 61. independently of the operation of the motor.

In the modified form of my invention, it

relay as the brushes or rollers 34, 34 pass over the conductors 31, 31. On the other hand, should the train carried stopping a mechanism have been brought into service 11nd the engineer desire to proceed for some reason, it will be seen that the blade of the switch 57 may be moved to break the circuit to the motor 41 and engage the contact 56 whereby the magnet 53 will be connected in circuit with the battery 48 to release the latch and so permit the armature 44. to be draun to normal position, the switch blade 57 being then returned to circuit opening position. Thus, in the modified form f the invention, the train carried mechanism either by the valves 24 and switches 38 and 57.

From the foregoing description taken in connection with the accompanying drawings, the construction, mode' of operation and manner of employing my invention will be readily apparent.

With the apparatus illustrated in Figs. 1 to 3 inclusive, it will be seen that if a danger signal controlling a given block is set to protect the track area controlled by such signal, the rod 9 will be thrown or moved upwardly in a vertical direction so that a train passing the signal, incident to the negligence or carelessness of the engineer, will beautomatically brought'to a 25 or by the flow of steam through the steam main will be obstructed and communication established. between the train line air pipe and the atmosphere. On the other hand, with the construction illustrated in Figs; 4 to7 in elusive, the set danger signal will close the contacts 33 controlling the conductors 31, 31 of the particular block protected by the signal so that the contact rollers 34, 34 of a train passing such signal will ride onto the conductors 31, 31 and so close the controlling circuit of the motor whereby the armature of the -'latter will be rotated with the eflect to; rotate the-shaft 60 through the medium of the worm 58 and worm wheel 59 thereby opening the valve 61 so that the-pressure in the tram line air pipe may enter the casing 19 and act upon the piston 45 therein to slide the automatic valve to an active POSi-r tion.

In the present instance, I have shown my improved train stopping apparatus as11sed way of illustration, I wish it to be under-' in conjunction with'an automatic or train signal system as the same may be employed conjointly with manually controlled signals vand automatic signal systems wherein the signal controlling the entrance to each block is sent to danger by the presence of a train in an adjacent block, as will be readily understood by those'skilled in the art.v

In the present form of my invention, I have shown the same as applied to a 1000- motive for steam railways, but in the event that it should be found desirable to install my apparatus in an electrically operated car or train, the plug portion 22 of the valve will be extended out of the casing 19 and connected with a suitable form of circuit breaker located in the main power wire, or conductor of the car r train so that when the valve is;operated to render the air brake system operative, the electrical continuity of the main power conductor will be broken with the effect to cut off the flow of energy to the driving motors, this change being contemplated by me and within the scope of m Y invention.

Vhile I have herein shown and described certain preferred forms of my invention by stood that I do not limit or confine myself to the details of construction herein described and delineated, as modification and variation may be made within the scope of the claims without departing from the spirit of the invention. Y

I claim:

1, The combination with a trackway divided into blocks and a signal for each block adapted to move to danger upon the presence of a train in another block, of a sto ping apparatus including means carried y each train and controlling the air brake system and steam main, meansassociated with each signal and under the control thereof whereby when the signal is set against a train the first-named means will be operated to render the air brake system operative and cut off communication between the boiler and engine cylinders, and means for holding said air brake system agamst operation and maintaining the engine cylinders in communication with the boiler irrespective of the operationof said first means.

2. The combination with a trackway d1- vided into blocks anda signal for each block adapted to move to danger upon the presence of a train in another block, of a car carried stopping apparatus comprising means controlling the air brakesystem and the propelling power thereof, an electric motor for operating said means, a power circuit for said motor, a controlling circuit, a relay in said controlling circuit and adapted to close said motor circuit when the controlling circuit is closed, means for locking said relay 7 III circuit closing position, means for releasing said locking means and simultaneouslybreaking said motor circuit, and signal controlled means for closing said controlling circuit. 7 3. The combination with a trackway divided into blocks and a signal for each block adapted to move to danger upon the presence of a train in another block, of a car carried stopping apparatus trolling the air brake system and the propolling power thereof, an electric motor, a: controlling circuit, a relay in said controlling circuit and adapted to close said motor circuit when the controlling circuit closed, means for locking said relay in circuit closing position, means for releasing said locking means and simultaneously; breaking said motor circuit, signal controlled track instruments for closing said control- 9 ling circuit, and a sectional casing inclosing said track instruments and adapted to open automatically upon the operation of the track instruments by the signals.

4. The'coinbination with a trackway di- 5 viderl into blocks and a signal for each block adaptedto move to danger by the presence of a train in another block, of car carried stopping apparatus comprising a valve controlling the air brake system and steam main, means associated with each signal and under the control thereof whereby when the signal is set against a train the valve will be actuated to render the air brake system operative and cut oli communication between the boiler and engine cylinders, a rod connected to said valve and capable of movement to actuate the latter and formed with a recess, a pivoted dog' normally engaging ation and maintaining the engine cylinders in communication with the boiler irrespective of the operation of said first means.

5. The combination with a trackway divided into blocks and a signal for each block adapted to move to danger by the presence -of a train in another block, of car carried stopping apparatus comprising a valve controlling the air brake system and steam main, means associated with each signal and under the control thereof whereby when the signal is set against a train the valve will be actuated to render the air brake system operative and cut oil" communication between the boiler and engine cylinders, a rod connected to said valve and capable of movecom )risin means conis as said rod and adapted to seat within the reg mes? v ment to actuate the latter and formed with maintaining the engine cylindersin comma a recess, a pivoted dog normally engaging nication with thevboiler irrespective at the said rod and adapted to seat within the reoperation of said first means. v cess therein in the movement of the rod to In testimony whereof I afiix mys'ignature' 5 open the. valve whereby the latter will be in presence of two witnesses.

maintained in 0 en position, a manually operable spring reid lever carried by said HREDERICK WILLOC'K rod whereby the dog may be actuated to re- Witnesses: v leased position, and means for holding said WILFORD FLETC [0 air brake system against operation and- W. F. PEKOL. 

